Railway-tie and clamp.



PATENTED MAY 2, 1905.

H. s. KILBOURNE. RAILWAY TIE AND CLAMP.

APPLICATION FILED OUT. 13, 1904.

3 SHEETS-SHEET 1.

G INVENTOR a; finry BY TTUR/VE i 1 I i No. 788,913. PATENTED MAY 2, 1905. H. S. KILBOURNE.

RAILWAY TIE AND CLAMP.

APPLICATION FILED OCT. 13, 1904.

3 SHEETS-SHEET 2.

WITNESSES. INVENTOR wnzyjfildoume No. 788,913. PATENTED MAY 2, 1905.

- H. S.-KILBOU'RNE.

RAILWAY TIE AND CLAMP.

APPLICATION FILED OCT. 13, 19 04.

3 SHEETS-SHEET 3.

INVENTOR WITIV ESSESI Jfenry ,Jtl/ z'lfiaurne NiTn STATES latented May 2, 1905.

PATENT RAILWAY-TIE AND CLAMP.

SPECIFICATION forming part of Letters Patent N0. 788,913, dated May 2, 1905. Application filed October 13, 1904. Serial No. 228.289-

T 0 all 11/71/0711. it nuty concern.-

Be it known that I, HENRY SAYLns KIL- BOURNE, a citizen of the United States, and a resident of the city of New York, borough of Manhattan, in the county and State of New York, haveinvented anew and Improved Railway-Tie and Clamp, of which the following is a full, clear, and exact description.

This invention relates to railway building, and concerns itself especially with the construction of a railway-tie and clamp for securing the rail thereto.

The object of the invention is to produce a device of the class described which is very simple in construction and inexpensive, though possessing durability and operating efiicientl y to effect its purposes.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures.

Figure 1 is a perspective view of a short portion of a railway-tie and representing also a portion of a rail clamped thereto, certain parts being broken away andshown in section. Fig. 2 is a vertical section through a railwaytie adjacent to its extremity and illustrating the same in process of manufacture. Fig. 3 is across-section through a completely-formed tie constructed according to my invention. Fig. 4c is also a cross-section through a tie, but representing a modified form. Fig. 5 is a cross-section through the upper portion of a tie, representing another modified form in process of manufacture. Fig. 6 is a side .elevation of the end portion of one of the ties, representing a railin section and a portion of the clamping device also in section. 7 is a plan of a railway-tie constructed in accordance with my invention, the same being upon a much-reduced scale, as will appear. Fig. 8 is a perspective of a bolt used in connection with the clamp. Fig. 9 is a perspective view of a modified construction of a clamp or clamping-bar constituting part of the invention; and Fig. 10 is a section showing a fragment of an end of the tie, the said section being taken substantially on the line 10 10 of Fig. 3.

Referring more particularly to the parts,

and especially to Figs. 2 and 3, the tie consists, preferably, of a pair of oppositely-disposed tubes 1, and these tubes are united near their extremities by base-plates 2 and 3, (see Fig. 2,) the former of which I shall refer to hereinafter as the lower or main baseplate and the latter as the upper baseplate. The plates and tubes are preferably of steel, and theplates may be Welded directly to the tubes 1, the said tubes being first placed parallel and at a suitable distance apart, as will be readily understood. In order to facilitate the welding operation, I may provide the inner faces of the plates with saddles or bosses 4:, the inner faces whereof conform substantially to the outline of the surfaces of the tubes.

In Fig. 2 the base-plates 2 and 3 are represented as about to be applied to the tubes for the purpose of welding the same. In Fig. 3 these plates are represented as welded in position in such a way that the plates become integral parts of the tubes and tie.

In light road construction or where the circumstances warrant such a light construction the plates may be welded directly to the tubes in the manner suggested above. However, where it seems advisable to give the tubes additional strength or stiffness at the points .of attachment of the plates an arrangement such as that shown in Fig. 4 may be adopted. With this construction the tubes 5 and 6 are laid parallel, as before, and are rigidly connected together by plates 7 and 8, the said plates being previously welded to sleeves 9, which encircle the tubes, as shown. These sleeves 9 consist simply of tube-sections of sufiiciently-enlarged diameter, and they may be pressed into position or shrunk on in the well-known manner. However attached these sleeves, with their plates, should constitute a substantial bridge connecting the tubes and constituting substantially an integral extension thereof.

Where it seems undesirable to employ sleeves such as those suggested above, the tie may be constructed as illustrated in Fig. 5, a portion of the tubes 10 being reinforced in thickness at the points where the plates 11 are attached, said plates being welded to the reinforced portion, as will be readily understood.

As indicated most clearly in Figs. 6 and 7, the base-plates 12 12 are, preferably, substantially of rectangular form, with their edges disosed, respectively, parallel with 11 e tubes 13, and at right angles to this direction and at substantially the central axis of the plates lying between the tubes the edges 14: thereof, which are disposed longitudinally with respect to the rails 15, are provided with oppositelydisposed throats or recesses 16, the purpose of which will appear more fully hereinafter.

1 provide means for clamping the rails 15 rigidly to the upper base-plates 12. In this connection, referring especially to Figs. 1 and 6, I provide a bolt 17, the construction of which is most clearly illustrated in Fig. 8. This bolt is disposed longitudinally with respect to the tubes 13 and lies under the upper base-plate 12, as indicated most clearly in Fig. 6. As shown in Fig. 8, the body 18 of this bolt is preferably of substantially rectangular form, said body having upset heads 19, provided on their upper faces with lugs 20. In applying the bolt to the under side of the upper base-plate these lugs 20 are received in the aforesaid throats 16, as will be readily understood, the upper face 21 of the body of the bolt lying against the under side of the base-plate, as shown. Beyond the heads 19 the bolt 17 is formed with longitudinallydisposed threaded extensions or studs 22. On opposite sides of the rails 15 and resting upon the upper faces of the upper base-plates 12 I provide riders 23. The bodies of these riders consist, preferably, of substantially flat bars. The extremities of these bars extend downwardly and inwardly, as indicated most clearly in Fig. 1, so as to present oppositelydisposed grooves or recesses 24:, which are adapted to receive the edges 25 of the plates, which are disposed transversely with respect to the rails. It should be understood that these riders may slide transversely with respect to the rails, and they afford means for clamping the rails in position. For this purpose at their extremities they are formed with heavily-reinforced heads 26, which heads project in the direction of the rails and present jaws 27, which receive the edges 28 of the flange 29 of the rail, as indicated most clearly in Figs. 1 and 6. The under and outer sides of these jaws are preferably cut away upon an inclined line, as indicated at 30 in Fig. 1, at which point the jaws project beyond the side edges 25, so as to be ineffective in clamping the flange. At substantially the middle portions of the riders 23 the bodies thereof are provided with reinforcing-tongues 31, and these project laterally from the outer longitudinal edges 32 of the riders, as shown. At their extremities the tongues 31 are bent downwardly, so as to present oppositely-disposed ears 33, and these ears are provided with eyes 34, through which the aforesaid threaded extensions 22 pass. The tongues 31 preferably extend continuously to the inner edges of the riders, so that they constitute a substantial reinforcement for the bodies of the riders. Upon the threaded extensions or studs 22 nuts and check-nuts 35 and 36 are mounted, the inner faces of the nuts 35 being adapted to abut against the outer faces of the ears 33. From this arrangement it should now be understood that by screwing the nuts 35 toward each other the riders 23 will approach each other. If this movement is continued, eventually the edges 28 of the flanges of the rail will be securely clamped in the jaws 27. The

presence of the check-nuts prevents any possibility of the riders 23 working loose from the vibration occasioned by passing trains. The construction described not only affords means for clamping the rail securely, but also for adjusting the position thereof to suit slight variations in the gage of the road. Such adjustments are often desired at curves where the gage is slightly increased. With this object in view the arrangement is such that normally a certain movement or play is allowed between the inner faces of the ears 33 and the outer edges 32 of the base-plates.

In Fig. 6 therail is represented in full lines as secured in an extreme position at the left, and it is also represented in dotted lines in an extreme position at theright illustrating the possibilities of my device.

From an inspection of Fig. 1 it will be observed that the main or lower base-plate 12 is provided with throats or recesses 16, similar to those provided in the edges of the upper base-plates. From this arrangement the ties become reversible, so that either side may be laid uppermost. This arrangement is considered advantageous, as it facilitates the laying of the ties in practice. The riders 23 when of the form shown in Fig. 1 are preferably formed of cast or pressed steel or similar material. In Fig. 9 there is illustrated a form of rider 37 the body of which is preferably formed of a steel plate, and the edges 38 whereof are turned under and inwardly, so as to present longitudinal recesses or grooves 39, which would receive the edges 25 of the base plates like the grooves 24 aforesaid.

With this construction of rider the forward portions are preferably reinforced, as at 40, adjacent to the heads 41. In practice with both forms of riders the heads and the jaws would be formed of heavily-reinforced construction, so as to provide sufficient strength to meet the severe strains incidental to the passing of heavily-loaded trucks.

Anticipating that on curves and under similar circumstances there may be a tendency for the ties to shift longitudinally, I provide one or both of the lower base-plates 2 with flanges or fins 2 by bending down the outer transverse edges thereof, as shown in Fig.

, for interlocking with said base-plates, and

3. These flanges press into the road-bed or ballast and effect their purpose in a simple manner.

The interiors of the tubes constituting the bodies of the ties may or may not be filled with broken stone or ballast, as found desirable. It may be advisable to close the ends of these tubes to prevent the entrance of water or for other reasons. In this event I employ plugs such as that indicated at 13, Fig. 7, the said plugs being forced in and fitting tightly, 'as will be readily understood.

Having thus described my invention, I claim as new and desire to secure by Letters Patent- 1. A railway-tie consisting of substantially parallel members, plates connecting the same and affording support for the rails, and riders slidably mounted on said plates and having jaws clamping against said rails.

2. A railway-tie consisting of substantially parallel members, plates connecting the same and having projecting edges at the sides, and riders slidably mounted on said projecting edges and adapted to clamp a rail supported on said plates.

3. A railway-tie consisting of substantially parallel members united by plates adapted to support the rails, bolts disposed longitudinally with respect to said members beneath said base-plates, and clamping members guided. on 1said base-plates and adapted to engage said ra1 s.

4. A railway-tie consisting of substantially parallel tubular members united by baseplates, said base-plates being adapted to support a rail, bolts passing longitudinally with respect to said tubular members and lying under said base-plates, riders slidably mounted upon said base-plates and presenting ears through which said bolts pass, said riders having jaws adapted to engage the flange of said rail, and nuts mounted on said bolts and engaging said ears.

5. A railway-tie consisting of substantially parallel tubes united integrally by base-plates, bolts disposed beneath said base-plates, lying between said tubes, said bolts having means riders slidably mounted on said base-plates, said riders being adapted to engage rails resting upon said base-plates.

6. A railway-tie consisting of substantially parallel tubes, base-plates uniting said tubes l and adapted to support rails, said base-plates having recesses in the edges thereof between said tubes, bolts disposed longitudinally between said tubes, under said base-plates and having lugs engaging said recesses, and riders slidably mounted upon said base-plates and adapted to be adjusted by said bolts and having means for engaging the flanges of said rai s.

7. A railway-tie consisting of substantially parallel tubes, base-plates uniting said tubes near the extremities thereof on the upper and lower sides thereof, longitudinally-disposed bolts lying between said tubes, means for fixing said bolts against longitudinal movement, said bolts having threaded extremities, and riders guided upon opposite pairs of said baseplates and adapted to-engage a rail, said riders having ears through which said threaded extremities pass.

8. A railway-tie consisting of substantially parallel tubes united by base plates of substantially square form, riders resting upon the upper faces of said base-plates and having grooves receiving the side edges of said baseplates and adapted to slide upon said baseplates, jaws formed at the extremities of said riders and adapted to engage a flange of a rail, and means for adjusting said riders upon said base-plates.

9. A railway-tie consisting of a pair of substantially parallel elongated cylindrical members connected rigidly by substantially flat plates.

10. A railway-tie consisting of substantially parallel annular members connected by plates near the extremities thereof and rigidly attached thereto. I

11. A rail way-tie consisting of substantially parallel tubular members, said tubular members being reinforced near the extremities thereof, and base-plates connecting said tubular members at the reinforced points.

12. A railway-tie consisting of substantially parallel tubes connected by plates on the under side thereof, said plates having flanges projecting downwardly therefrom.

13. A railway-tie consisting ofsubstantially parallel tubes, reinforcing-sleeves on said tubes near the extremities thereof, and horizontal base-plates welded to said sleeves.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

HENRY SAYLES KILBOURNE.

Witnesses:

CoVING'roN G. KILBOURNE, J AMES HAGAN. 

